Fuel-pump for internal-combustion engines.



L. C. HAMKE.

FUEL PUMP FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JULY 6, 1912.

.1 Q67 4 24. Patented July 15, 1913.

amuzwboz L. 0- flown/76k IXM/Cuaooeo LAWRENCE C. HAMKE, OF CARLISLE, INDIANA.

FUEL-PUMP FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Application filed July 6, 1912.

Patented July 15, 1913. Serial No. 708,075.

To all whom it may concern Be it known that I, LAWRENCE C. HAMKE, a citizen of the United States, residing at Carlisle, in the county of Sullivan and State of Indiana, have invented certain new and useful Improvements in Fuel Pumps for Internal-Combustion Engines, of which the following is a specification, reference being had to the accompanying drawings.

This invention relates to an improved pumping apparatus for injecting liquid fuel into the cylinders of an internal combustion engine, the object being to provide a simple and reliable construction of apparatus capable of delivering to the engine the required amount of gasolene to the air given at the different speeds of the engine, and thereby secure from the engine a greater amount of power with a minimum amount of fuel for consumption.

Other objects will be apparent hereinafter as the description continues.

lVith the above and other objects in view, this invention consists of the novel details of construction, combination and arrangement of parts which will be hereinafter more fully described and particularly pointed out in the appended claims.

In the accompanying drawings is illustrated a simple and preferred form of the invention and, it being, however, understood that no limitation is necessarily made to the precise structural details therein exhibited, but that the right was reserved to any changes, alterations and modifications to which recourse may be had within the scope of the invention without departing from the spirit or sacrificing the efficiency of the same.

In the drawings, Figure 1 is a plan view of my improved pumping apparatus as applied to a gas engine, and Fig. 2 is a section taken on the line 2-2 of Fig. 1.

Reference being had now to the accompanying drawings, the numeral 1 indicates an ordinary internal combustion engine being provided with the usual intake pipe 2.

Mounted adjacent the engine is a suitable centrifugal pump 3 having an intake port 4 which is connected to a gasolene tank or other means of suitable supply, not shown, and is provided with an outlet port 5. This outlet port 5 is connected to the intake port 2 of the engine by means of a carbureter of any well known or preferred design, inclicated generally by the numeral 6.

The carbureter, as illustrated in the drawmg, comprises a main air intake 7 and an auxiliary air inlet port 8. A spraying jet 9 extends within the carbureter which is preferably of the design commonly known as the Holly spraying jet, and in which is mounted the usual needle valve 10. This carbureter is further provided with a mixing chamber 11 and a throttle valve 12 for controlling the entrance of the fuel to the engine for combustion. The pump 3 is adapted to be operated by the crank shaft of the engine so that a suitable supply of gasolene will be constantly injected within the carbureter of the required proportion and the air given at all speeds of the engine and by forcing the gasolene into the carbureter in this manner the air and gas will be thoroughly commingled thereby producing a thoroughly carbureted fuel to the engine for combustion.

To regulate the flow of gasolene to the carbureter I provide within the exhaust port of the pump 3, a turning valve 13 which has extending therefrom a crank arm 14:. This crank arm is connected to the means for propelling the pump, as will be hereinafter more fully described, so that as the speed of the pump is increased the valve will be opened, and when the speed is decreased, the

valve will bepartly closed thereby regulat-' ing the amount of fuel to the carbureter.

To provide means for connecting the pump 3 with the crank shaft of the engine, I provide a shaft which is parallel with said crank shaft and consists of two sections, indicated by the numerals 15 and 16 respectively, these shafts being mounted in suitable bearings 17 formed upon a support 18 extending from the casing of the engine. The section 16 of the shaft is provided with agear wheel 19 which meshes with an idle gear wheel 20 journaled upon a suitable support 21, extending from the casing of the engine and which meshes with a gear wheel 22 keyed upon the crank shaft of the engine. This obviously provides means for propelling the shaft 16 at a greater speed than the crank shaft of the engine, it of course, be ing understood that any means may be connected thereto, in accordance with the structure of the pump used in connection with this apparatus for supplying the proper amount of gasolene to the carbureter, for the purpose as before described.

The sections 15 and 16 of the shaft are connected together by means of a frictional clutch comprising two disk members indicated by the numerals 23 and 24: respectively. The disk member 23 is permanently fixed upon the shaft 16, whereas the disk member 24 is slidably mounted and keyed to the shaft 15. A coil spring encircles the shaft 15 and rests between the disk member 24% and an annular flange 25 carried by the section 15 of the shaft. This coil spring obviously holds the disk members in frictional contact whereby any resistance offered by the pump when starting the engine upon a high speed will be readily taken up by the clutch. The inner end of the shaft 15 is provided with a gear 26 which meshes with a gear 27 mounted on the. shaft of the pump and it is to be noted that the gear 26 is considerably larger than the gear 27, thereby increasing the speed ofthe pump with relation to the shaft 15.

Fulcrumed upon the frame 18 is a lever 28, one end of which is pivotally connected to an adjustable rod 29 which is connected to the crank arm 14 of the turning valve. The rod 29 is mounted within a suitable bearing 30 and is also provided with a turn buckle 31 whereby the length of the rod may be increased or diminished to insure the proper gage when operating the turning valve, as will be hereinafter described.

To operate the turning valve 13 I provide upon the shaft 15 a governor 32. This governor 32 is provided with a sleeve to which is connected the forked end 33 of the lever 28. It is apparent that as the speed of the engine increases it also increases the speed of the shaft 15, thereby causing the sleeve of the governor to slide upon the shaft 15, which in turn operates the lever 28 to open and close the turning valve. A coil spring 34 is also mounted upon the shaft 15 and normally rests against one end of the sleeve of the governor, thereby normally holding the same in a position as shown in Fig. 1 of the drawing, which obviously keeps the turning valve in a partly closed position.

WVhat I claim is 1. In an internal combustion engine having inlet and outlet ports, a crank shaft operatively connect-ed to said engine, a carbureter interposed within said inlet port, the combination with a pump having an outlet in communication with said inlet port, a turning valve mounted within said outlet between the said pump and carbureter, a shaft, means operatively connecting said shaft with the crank shaft of the engine, means operatively connecting the said shaft with the pump, the said shaft comprising two sections, a frictional clutch for operatively connecting said sections, a governor operatively mounted upon said shaft, and

means for operatively connecting said governor with the turning valve substantially as and for the purpose specified.

2. An internal combustion engine having inlet and outlet ports, a carbureter mounted within said inlet port, a crank shaft operatively connected to said engine, in combination with a frame supported by said engine, a shaft journaled upon said frame, extending parallel with the crank shaft and 0peratively confiected therewith, a centrifugal pump, means of communication between the said pump and the inlet port, an oil supply tank in communication with said pump, a turning valve mounted between the said pump and carbureter, means for operatively connecting the said shaft with the said pump, a spring actuated governor carried by the said shaft, a lever pivotally mounted upon the frame having one of its ends operatively connected to said governor, an ad justable rod connecting the opposite end with said lever with the said turning valve and a bearing carried-. by the frame for supporting said adjustable rod substantially as and for the purpose specified.

In testimony whereof I hereunto affix my signature in the presence of two witnesses.

LAWRENCE C. HAMKE.

WVitnesses:

l VILLIAM A. HAMKE, CHARLIE A. GRIFFIN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

